Acura Integra Type S vs. Toyota GR Corolla vs. Honda Civic Type R
When it comes to affordable performance, these three practical overachievers are the cream of the crop. No matter which one you pick, you can't lose.
For the better part of the last ten years, the “affordable” high performance compact car segment has been experiencing a renaissance. The word affordable is in quotations because it’s a relative term, but these are cars that are well within reach for the average person. American enthusiasts have long watched in envy as other markets around the world, particularly Europe, were spoiled for choice in this class. More specifically, Europeans usually got the pick of the litter when it came to hot hatchbacks.
The VW Golf GTI is often credited with popularizing the hot hatch, although there were technically others that came before it. In its most basic form, the idea is to take a practical hatchback and turn it into an Olympic athlete. How is this accomplished? It’s not enough to simply add a more powerful engine. The chassis, suspension, brakes, steering, transmission, and more need to be upgraded to make the car behave like a sports car. While there have been plenty of misfires over the years, the very best examples don’t just do their best impression of a sports car driving experience, they’re the real thing.
In 2016, Ford brought its latest generation Focus RS to the U.S. market. This was the first time the company had ever sold an RS-badged Focus in North America. It made a whopping 350 horsepower and 350 pound-feet of torque to match. The only transmission available was a six-speed manual and power was sent to all four wheels. Unfortunately, the Ford was only here for a good time, not a long time as the company announced it was phasing out small cars in the United States (with the exception of the Mustang) in 2018. Regardless, the renaissance had begun.
Honda followed suit and another piece of long forbidden fruit, the Civic Type R, landed in dealerships across the United States. Fast forward about seven years, and we now have the venerable Acura Integra Type S and Toyota GR Corolla tearing up our streets and racetracks. While these aren’t the only three hot hatchbacks currently on sale, they represent the best of the breed and while a sole winner will be crowned, there are no losers here.
First, I’d like to thank the owners of the GR Corolla and Civic Type R used in this review. If you’re an enthusiast, you know how difficult it can be to get a test drive in vehicles like these, and even if you get lucky, five to ten minutes behind the wheel isn’t nearly enough. If you’d really like to get a sense of what a car is like to live with, I highly recommend renting on Turo. I spent many hours behind the wheel of each car, and drove them all in the same environments which I’ll detail later.
Third Place: Toyota GR Corolla
The latest effort in Toyota’s quest to be less boring is this, the 2023 GR Corolla. This car was a passion project for Akio Toyoda, chairman of Toyota Motor Corporation. It’s a rip snorting, rally inspired beast with a special rally-inspired inline-three cylinder turbo churning out 300 horsepower and 273 pound-feet of torque from just 1.6 liters of displacement. Power is sent to all four wheels via a slick six-speed manual transmission. An automatic is now available for 2025, but you’d be doing yourself a disservice by choosing that option. So please, help save the manuals!
Besides the engine, the clever all-wheel drive system is the star of the show. It allows the driver to adjust the torque distribution between the front and rear axles. In this 2023 Circuit Edition model, there are three settings to choose from. Normal, Sport, and Track. In Normal mode, torque is split 60/40 front to rear. In Sport, that changes to 30/70, and in Track mode, 50/50. Keep this in mind for later.
The Circuit Edition was only offered for the 2023 and 2024 model years. It came loaded with all the equipment available on the standard Core model, plus a forged carbon fiber roof, a spruced up interior with faux-leather trimmed seats, a unique vented hood, and an aggressive rear wing. While the Core looks rather plain in comparison, the Circuit’s unique visual upgrades help it fulfill its rally-car for the street mission. So, how does it drive?
This little hatchback is more than just an absolute riot. It has that intangible extra special something. From the moment you wake its rally-bred engine, it becomes clear that Toyota isn’t screwing around here.
I drove all three of the cars in this comparison on the same winding mountain roads that weave through Bear Mountain and Harriman State Park in New York State. I also drove them around town and in stop and go rush hour traffic because after all, we’re not always driving on perfectly manicured country roads.
That said, we’re going to start with the twisty stuff. It only takes two or three turns in the GR Corolla to realize that this car is set up very well for spirited street drives. The all-wheel drive system ensures you have excellent traction no matter the weather conditions, making this the best all-season car of the trio. While the steering isn’t the most communicative in terms of providing road feel, it’s very sharp and quick to respond to even the slightest inputs. Front end grip is fantastic and the car dives into corners with confidence-inspiring precision, pushing you to take the next one a little faster.
The chassis, while not quite as rigid as I’d like, feels unflappable on the street. If you’re planning on taking this car to the track, I would expect significantly more body roll. Also, while I didn’t run into this problem on the street, many owners have reported that the all-wheel drive system is susceptible to overheating after repeated stints on track, causing the car to go into front-wheel drive mode to cool down. That’s just something to keep in mind but I can’t speak to it from personal experience.
In terms of the drive modes, slide the wheel to Sport (30/70 torque split) and leave it there. While it never really feels rear biased, I found this mode to be the most fun, and that’s really the goal here. The brake pedal is firm and linear and feels like it would never fade on the street. The gear lever is chunky and nice to hold and shift action has a good mechanical feel to it. Throws are short and a bit notchy, making it fun to snick through gears just for the heck of it.
That engine. The three-cylinder might be small, but it’s mighty, provided you stay in its sweet spot. While I didn’t record any acceleration times, mash the right pedal from a stand-still and the all-wheel drive system makes zippy launches a cinch. Although the car does initially bog down a bit as this is a front-biased system and a bit of turbo lag comes with the nature of this powertrain, throttle response is quite lively. On the move, the car can carry impressive speed as long as the revs are kept above 3,500 rpm. While it’s not the fastest thing around, the engine has a strong mid-range and pulls hard before fading towards the top of the tach.
Having an odd number of cylinders gives it a distinct rumble at idle and once rolling, you’re treated to a symphony of genuine turbo and intake noises. Like most modern performance cars, there is some fake sound piped into the cabin but it’s not nearly as noticeable as something like the Civic Type R.
When driving the GR Corolla sedately, it’s impressively refined especially considering the old school, analog driving experience it delivers. You won’t find a fancy adaptive suspension here. This 2023 model makes do with fixed dampers that are firm, but livable. While Toyota did an admirable job tuning the dampers so as not to be punishing or overly harsh on rough roads, there’s only so much that can be done in a car with such a short wheelbase. Over cratered roads and uneven highway expansion joints, the GR Corolla suffers from a stiff, unsettled ride. Even slight road imperfections are felt in the cabin and while some people won’t mind, this is not an ideal road trip companion. That said, I don’t consider it a dealbreaker by any means. This isn’t a luxury car after all.
The interior is unfortunately a low point in this car. While the Circuit Edition adds some niceties not available on lesser models, the interior space doesn’t feel particularly special and it reminds you that this is still a Corolla. It’s a sea of drab black plastic and the multimedia hardware would have looked dated five years ago. It does, however, have a heated steering wheel and heated front seats. And those front seats, despite being set a little too high, are very comfortable and provide good lateral support for both your shoulders and thighs. Behind the steering wheel sits a large 12.3” fully digital gauge-cluster with an easy-to-read customizable display, so it’s easy to see where Toyota spent its money. You buy this car for its performance capabilities, the hardware, and for the way it drives. Not for posh, leather lined materials.
In traffic, the clutch is light and easy to modulate. At highway cruising speeds, some exhaust boom can be heard in the cabin but it’s not excessive. As I mentioned, this car has solid road manners for the most part.
After all this praise, you’re probably scratching your head wondering why it’s not first or even second place. That has more to do with the other two cars in this group than it does with the Toyota’s own flaws. But anyone who buys one won’t care because this hot-rodded Corolla is incredibly special in its own right. It’s a true love letter to driving enthusiasts everywhere.
Second Place: Acura Integra Type S
I won’t bore you with a history lesson on Acura’s performance credentials. Instead, I’ll simply say that the 2024 Integra Type S, or ITS as its loyal fanbase refer to it, is the most important car from the brand since the second-generation NSX in 2017. Because Acura’s parent company, Honda, graciously decided to share the magnificent platform that underpins the current FL5 generation Civic Type R, the Type S became a reality. It’s turbocharged 2.0-liter four-cylinder engine produces a healthy 320 horsepower and 310 pound-feet of torque. Power is routed exclusively to the front wheels via a spectacular six-speed manual transmission, with no automatic option available. This one’s for the purists.
Hit the ignition button and you’ll hear a deep snarl as the engine comes to life. This is probably one of the best sounding four-cylinder cars ever built. Even when you’re just trotting around your neighborhood, lift off the throttle in either Sport or Sport+ mode and the large triple exhaust tips let out a series of entertaining pops and bangs. It just makes you giggle. Some might consider this juvenile, but I say lighten up a bit. The exhaust note can be turned down to near silent in Comfort mode, if you must.
The ITS features the same aggressive Brembo brake system and wide 265/30R19 Michelin Pilot Sport 4S tires as its Honda-badged cousin. The Acura is both longer and taller than the Type R, but despite its size, it’s remarkably light at just 3,219 lbs. It also gets the same adaptive suspension with one major difference. The damper settings in the Type S are softer than the Honda’s. What that means is that the Acura is more concerned with comfort and grand touring than setting the fastest lap times. While I didn’t drive it on track, there’s no doubt in my mind that it would excel in that environment too. Think of this car as a slightly more mature version of the Type R with more upscale styling. And it is a very pretty car.
On a twisty mountain pass, the Type S is so tied down that you couldn’t imagine doing something to upset the car. The feat of engineering this car represents is unprecedented. You would have to be barbaric with the throttle to get it to reveal a hint of torque steer. This car is at its best on dry pavement, but even in the wet there’s massive grip. Turn-in is razor sharp and the steering is crisp and well weighted in all but Sport+ mode, where I find it to be needlessly heavy. Unlike so many modern performance cars with electronic power steering systems that dull the driving experience, the Acura’s steering is refreshingly talkative.
Combine that with a wonderfully communicative chassis and you know exactly what the front tires are doing at all times. It’s very reassuring and encourages the driver to continually push the limits of adhesion safely and securely.
This engine may not be quite as interesting as the GR Corolla’s, but it is superior. Peak torque is available at 2,600 rpm and forward thrust is seemingly endless from there. At low revs, there is a dash of turbo lag but there’s not a turbocharged car out there that’s immune to this pitfall that isn’t using some sort of hybrid setup to compensate.
Achieving quick launches in the Type S requires finesse due to the physics of front-wheel drive, but then again this car isn’t meant for stoplight drag racing. Short gearing means you’re constantly on the shifter, and that’s a good thing because it’s an absolute joy to use. The clutch is light with a distinct bite point and easy on the knees in traffic. In order to find a better manual transmission, you’re going to have to visit your local Porsche dealer.
With the suspension set to Comfort, the Type S offers a supple ride that’s closer to that of a luxury car than a sports car. Both on the highway and around town, the Acura is a very refined cruiser. The dampers absorb most impacts with ease and the chassis doesn’t seem to be bothered by cracked pavement either. There’s not much of a penalty when dialing things up to Sport, but Sport+ is probably best reserved for track duty.
All this is to say that the ITS plays the dual role of comfy commuter and weekend warrior better than most in its class. If audio quality is a high priority, you’ll be delighted to hear that an outstanding ELS Studio system is exclusive to the Type S. The rest of the interior, largely transplanted from the Civic, is a very nice place to be but with a starting price of $52,600 for 2025, there’s room for improvement. That said, ergonomics are fantastic and the trunk is cavernous. The rear seats also have ample legroom for passengers.
Those beefy Brembo brakes slow things down in a hurry. Pedal feel is excellent and stays consistent even after long periods of hard use. I have no doubt that the brakes would hold up well during recreational track days too. My only major gripe with the car are the front seats. While they’re designed to lean more towards comfort with a side of sportiness, they succeed at neither. The seat bottoms could use more padding as I experienced some fatigue after a couple of hours behind the wheel. They also aren’t the most supportive when driving hard, but I suppose that’s where the Type R comes in. On the flip side, they’ll fit just about any body type.
The Acura Integra Type S offers a very well rounded package for enthusiasts and it would be a shame to dismiss it without experiencing the magic for yourself. When so many other much more expensive performance cars make the driver feel isolated, the ITS rewards its pilot with every drive. It injects fun into even the most mundane trips. It’s so good, in fact, that my dad bought one. That gorgeous shade of gold is called Tiger Eye Pearl by the way, and it gets compliments all the time. He’s got pretty good taste, right? I certainly wouldn’t fault anyone for choosing the Acura over the Honda, but there can be only one king.
First Place: Honda Civic Type R
In 2017, Honda introduced a then-new Civic Type R based on the tenth generation Civic, known by its internal model designation, FK8. This time, however, enthusiasts in North America didn’t have to watch from the sidelines because for the first time in its history, Honda would sell the mighty Type R on our shores.
Surprising no one, it was very successful. By the end of its production run in 2021, Honda reported that over 21,000 Type Rs were sold in the United States since it first went on sale in June 2017. Considering the Type R is a limited production vehicle, that’s a good number. After a year-long hiatus, Honda pulled the covers off the next-generation Civic Type R, known as the FL5 in Honda speak (pictured above). Spoiler alert, it was worth the wait.
The previous generation car was already superb, so how was Honda able to build on it? The answer is a host of incremental, but very meaningful changes. A longer wheelbase, wider tires, and increased structural rigidity for starters. Essentially, what they did was evolve an already exquisite platform and hone it to near perfection. For the 2023 model, based on the eleventh generation Civic currently on sale, the K20C 2.0-liter turbocharged inline-four has been reworked to bring total output to 315 horsepower and 310 pound-feet of torque. That’s a lot of power going to the front wheels alone, but this car defies the laws of physics.
You’d be hard pressed to find a car that can shake the Type R from its rearview mirror on just about any road. The upgrades over the previous car transform it into a pavement eviscerating beast with unrivaled poise. Thanks in part to a stiffer suspension and lower ride height, the Civic feels even more hunkered down than the Integra. Its performance ceiling is very high, and you could never legally reach those heights on public roads.
The car steers with such precision and responds to even the smallest inputs that you could truly place it on a dime. Even better, the steering wheel transmits a load of feedback from the road surface below right to your fingertips. Honda has clearly taken a page from the Porsche handbook here because the steering is on the lighter side, but well balanced with perfect weighting. There’s not a millimeter of slop. The motorsports-developed chassis feels like granite and works in concert with the steering to instill confidence as you pick up the pace.
The Type R turns in with an eagerness usually reserved for far more expensive machines. The rear end works far better with the front when rotating than its predecessor and manages to be more playful at the same time. For context, I owned a 2018 Type R for five years hence the intimate comparisons between the two.
The wider Michelin Pilot Sport 4S tires and stretched wheelbase not only give the car an aggressive squatted stance, they also noticeably improve high speed stability and enhance handling. Just like the Acura, braking is phenomenal and I actually found the pedal feel in the Honda to be a hair better than the ITS. Give the pedal a light brush and the car powerfully scrubs off speed with ease. It’s also easy to modulate in traffic with smooth, predictable results every time. And this goes for all the key inputs.
It wouldn’t be a Honda without a magnificent manual transmission, and this car nails it yet again. I wasn’t sure how the engineers could possibly improve upon the old car’s six speed, but they managed to do that as well. The shape and placement of the aluminum shift knob has been altered to fit better in your hand and moving the lever through each gate is as satisfying as it is thrilling. Clutch action is predictable and not overly springy making it easy to drive quickly and smoothly without much effort. The obsessive attention to detail here cannot be overstated.
Get on the throttle and you might be surprised by how responsive it is. It edges out the Integra slightly and exhibits a touch less turbo lag. In short, both cars rip but the Type R is more hardcore all around. No matter where the needle on the tachometer is, you have plenty of power at your disposal. Again, it’s not going to impress anyone with its 0-60 mph time, but that’s not really the best measure of how fast a car is. Once the wheels are rolling, this is the fastest car here. The only downside of this engine is that it sounds more like a vacuum cleaner than a high performance vehicle and the augmented sound played through the speakers inside doesn’t do it any favors. But that’s more of a nitpick.
As always, beauty is in the eye of the beholder, but it’s hard to deny that the Type R is a very handsome car. While many fans also loved the previous car’s styling, others were very outspoken with complaints about it being too extreme and overwrought. It seems Honda was listening. It might never be considered beautiful, but the way its muscular sheet metal looks shrink-wrapped over the wheels gives it real presence on the road. Unlike the Integra, the R’s swollen fenders are integrated seamlessly into the body, contributing to a cleaner look. Even non-car enthusiasts recognize this as something special right off the bat and I received several compliments to prove it.
Inside, the Hollywood red carpets might be too much for some, but I think it adds to the whole experience. The interior is a masterclass in ergonomics and overall functionality with real physical controls that feel premium. Everything just works the way you’d expect it to. The infotainment display isn’t flashy, but that’s not the focus in a driver oriented vehicle. Wireless Apple CarPlay and Android Auto are standard and isn’t that all you really need? Honda aficionados will notice the gauge cluster has a special display that features a digital impression of the S2000’s iconic tach. It’s these little touches that boost the fun factor and make the car feel that much more special. Everywhere you look, whether in or out, the Type R reminds you that it’s something extraordinary.
As soon as you open the doors, your eyes are immediately drawn to the two bright red thrones up front. These are some of the most immaculate chairs available in any car on sale today, regardless of price. Sink in and feel the seat conform to your body, hugging you in all the right places. The seating position is perfect, allowing your legs to splay outward towards the pedals rather than down. Once inside, you’re bolted in place no matter how crazy things get. The best part, however, is just how comfortable they are. I spent hours behind the wheel over the course of three days and never experienced any backside soreness. That’s a big advantage especially when stuck in bumper-to-bumper traffic on the Brooklyn Queens Expressway.
When driving the car like a normal human being, it feels like an impossibly well sorted version of the standard Civic its based on. That’s a very good thing, but you’d better be prepared for some compromises if you’re going for the top dog R. Honda removed some sound deadening material to keep weight down, which is great for performance but not so good for filtering out tire and wind roar on the highway. It gets a bit loud and that’s exacerbated when traveling over certain road surfaces. That said, it is a bit quieter than the previous car.
The next thing to note is the ride. Even with the dampers in Comfort, the car is on the stiffer side but not so much that it’s not usable on a daily basis. It offers an impressively refined experience when cruising on all but the worst pavement quality. My advice? Keep the dampers in Comfort and set everything else to max attack. Save Sport mode for smooth pavement and don’t bother with +R unless you’re on a racetrack. In that mode, the car feels like a crowded bounce house at a children’s birthday party.
The name of the game is input excellence. Everything the driver interacts with in this car works in harmony like an orchestral performance. It dazzles in the corners and slices up challenging curvy roads with unmatched competence in its class. It makes an average driver feel like a pro within the first few minutes behind the wheel.
Like the most accomplished and storied sports cars, it feels like an extension of your body and envelops you at speed. But it also feels special and genuinely fun to drive even when puttering around at pedestrian speeds. That’s a very rare trait in the modern era. Perhaps the best part is that you can take your friends and family with you and they won’t be cursing you out from a cramped back seat. The FL5 is the Type R in its ultimate form, and the result isn’t just the greatest front-wheel drive car ever built or the best in its class (although it’s both of those things). It’s one of the world’s greatest performance cars, full stop.